Car construction



Sept. 6, 1938. o. c. DURYEA CAR CONSTRUCTION 2 Sheets-Sheet 1 Filed Oct. 28, 19 36 W Wu NR w mmw i 1 mm. W w W av w N11 I I I 2 n x J 0 m A H x m i- 7 m6 \wm L m b 9 mi m m m N m J fl M W W q m w ynm mm Q on a Sept. 6, 1938.

O. C. DURYEA CAR CONSTRUCTION Filed Oct. 28, 1956' 2 Sheets-Sheet 2 I 27 W6 h 5 Patented Sept. 6, 1938 UNITED STATES PATET FFiCE CAR CONSTRUCTION Application October 28, 1936, Serial No. 108,068

Claims.

This invention relates to car constructions having underframes of the Duryea type which provide long travel for resisting draft and buffing shocks with low forces, together with train slack 0.15 the extent of which is less than said long travel and is predetermined independently thereof. In a well known form, the Duryea underframe comprises a draft and buffing column that extends substantially the length of the car body and is l 10 slidable relative to the car bolsters, and the movement of this column under draft and buffing forces is cushionedby suitable resilient long travel cushion gears which may if desired also embody frictional elements. lhe couplers are mounted for movement of limited extent relative to the column to provide train slack, the extent of which is independent of the long travel of the column, and this relative coupler movement is cushioned in some cases by separate coupler gears and in others by the same long travel cushion gears which cushion the movement of the column. In some cases it has been found desirable to employ long travel cushion gears, preferably located adjacent opposite ends of the car, each of which is i effective to cushion the movement of the column and couplers in one direction only, and the present invention relates more particularly to a construction of this type.

One of the objects of the invention is to provide novel cushioning means of simple, inexpensive construction that embodies both resilient and friction means.

Another object is to provide a novel cushion gear that is disposed between the bolster and the coupler and is arranged so that the bolster constitutes a back stop for the gear when buffing forces are transmitted to it by said coupler.

A further object is to provide a novel cushion gear embodying stationary elements and cooperating movable elements that are moved by the adjacent coupler in one direction of its movement only, said coupler being free to move in the opposite direction without connection to said movable elements.

Another object is to provide at least two cushion gears each of which is single acting and both of which cooperate with a draft and buffing column whereby draft or buffing shocks at both ends of the car are resisted.

Another object is to provide a novel cushion gear that is effective only when subjected to buffing forces at one end of the car and draft forces at the opposite end of the, car.

Another object is to provide a novel cushion gear embodying both resilient and friction means and constructed and arranged so as to facilitate assembly and shipment of said elements as a unit ready for installation on a car.

Another objectis to provide a novel cushion gear embodying friction and resilient means dis- 5 posed between spaced sills inwardly of the coupler and adapted to be installed or removed through the space in which the coupler shank normally extends on removal merely of the coupler.

Other objects of the invention will appear here- .10

inafter. I

One embodiment of the invention has been illustrated in the accompanying drawings but it is to be expressly understood that said drawings are for purposes of illustration only and are not to L be construed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In the drawings:

Fig. 1 is a plan view in section of one end of a 20 car underframe embodying the invention;

Fig. 2 is a side elevation taken on the line 2-2 of Fig. 1;

Fig. 3 is a section on the line 33 of Fig. 1;

Fig. 4 is a section on the line 4- 1 of Fig. 2; 3116.625

Fig. 5 is a side View in section showing one element of the cushion gear;

Fig. 6 is a plan view of the element shown in Fig. 5; and

Fig. '7 is an end view in section of the element: 30 shown in Fig. 5. y

In the form shown, a part only of the car bolster at one end of the car is shown in Figs. 1 and 2 and comprises a center brace casting l which may be of any suitable type and is adapted to rest on 35 the car truck (not shown). Slidably mounted with respect to the bolster is a draft and buffing column that may also be of any suitable type and is here shown as comprising spaced parallel channels 2, 2 that are connectedtogether-by suitable 40 means such as the top and bottom cover plates 3 and 4 respectively, said channels embracing the casting l in a well known manner. Adjacent the casting l, the column 2, 2 is open at top and bottom to permit its movement relative to the bolster 45 and this movement may be limited by suitable means such as the stop plates 5 that are connected between the channels 2, 2 in any suitable manner as by welding and are adapted to engage the outer and inner faces of the casting I. In order to strengthen the draft and bufiing column adjacent, the bolster, plates 6 may be employed to connect the flanges of the channels, these plates as shown in Fig. 3 having their upper and lower edges bent inwardly at l and welded to the channels at 8.

Draft and bufiing forces are transmitted to the column 2, 2 by means of a suitable coupler that is preferably mounted for movement of limited extent relative to said column to provide train slack. As shown in Figs. 1 and 2, check plates 9 are suitably secured to the inner faces of the webs of the channels as by welding the same along the upper and lower edges indicated at ID in Fig. 2. Said cheek plates are provided with ribs defining elongated openings or slots to receive a key |2 having at one end a head l3 and at the other end a retaining pin M in a slot l5. The coupler shank I6 extends inwardly between the cheek plates 9 and is provided with a slot through which the key l2 passes. The coupler and key are normally maintained in the position shown in Fig. 1 by the cushion gear described hereinafter, in which position no slack movement of the coupler relative to the column is permitted in the case of draft forces. However, in the case of bufling forces the coupler may move inwardly with respect to the key due to the fact that the coupler slot I! is longer than the key and the coupler and key may move further inwardly relative to the column as a unit until such relative movement is limited as hereinafter described. This inward movement of the coupler provides for train slack the extent of which can be predetermined and which is independent of the movement of the column 2, 2.

The invention is illustrated in an underframe of the type wherein a single cushion gear is effec-- tive to cushion the slack movement of the coupler l6 relative to the column 2, 2 and also the movement of the column 2, 2 relative to the bolster. To this end cushion gears are provided having long travel, the initial travel of the gear being caused by and cushioning the slack movement of the coupler l6 and the further/ travel of the gear being caused by and cushioning the movement of the draft and bufling column 2, 2. Preferably these gears are disposed substantially between the bolster and the coupler, the bolster serving as a back stop for the gear and the gear being actuated only by the inward movement of the coupler l6, said coupler being free to move outwardly without connection to the gear. In this form the gears are single acting, the separate cushion gears at opposite ends of the car in combination with the longitudinally extending draft and buffing column constituting a complete long travel cushioning unit for all forces to which the car may be subjected at either end.

Figs. 1 and 2 show a suitable construction at one end of the car which, together with a similar construction at the opposite end of the car (not shown) constitutes such a unit. Referring to Figs. 1 and 2, a bar or rod H3 is disposed between the channels 2, 2 and is provided at its outer end with a head I9 tapered at 20 to engage in a correspondingly tapered recess formed in a casting 2| that is provided with a boss 22 engaging a recess in the coupler shank IS. The inner end of the rod l8 carries a bar 23 having fiat, tapered sides and a tapered or rounded inner end 24, said bar being formed integrally with the rod It! or secured thereto in any suitable manner. Carried by said bar 23 is a spring seat preferably comprising two halves 25 as shown more particularly in Fig. 5. These halves have flat inner surfaces 26 which engage the flat sides of the bar 23 and at their outer ends said halves are provided at both top and bottom with inwardly extending hooked-shaped lugs 21 having rounded surfaces 28 which correspond to similar surfaces 29 formed at the topand bottom of the outer end of the fiat bar 23 as shown in Fig. 1. Surrounding the rod l8 and interposed between the spring seat 25 and the head H3 is a coil spring 30. The assembly of rod I8, bar 23, spring seat 25 and spring 30 constitutes a unit which can be assembled and shipped as a unit, the spring normally holding the hooked-shaped lugs 21 and their surfaces 28 against the projections 29 of the bar 23 and the surfaces 28, 29 acting like hinges, the spring pressure being applied to the spring seat 25 laterally of the hinges whereby the halves of the spring seat are held in this position on the bar.

The assembly of rod l8, bar 23 and spring 30 is mounted in any suitable manner for longitudinal cushioning movement. In the form shown, the outer ends of the rod 8 and spring 30 are slidably supported between the channels 2, 2 in any suitable manner as by means of a casting 3| having a cylindrical bore through which the rod and spring extend. Said casting 3| may be mounted in any suitable manner and as shown in Fig. 4 is provided with arms 32 that are welded to the channels 2, 2 at 33. Inward movement of the coupler shank 6 and casting 2| thus results in inward movement of the rod l8 and compression of the spring 30, this movement being limited by engagement of the casting 2| with the casting 3| after the coupler has moved inwardly through the extent of the space 34 shown in Fig. 2. Thereafter the coupler may move further inwardly together with the draft and bufling column, causing further inward movement of the rod l8 and compression of the spring 30. On outward movement of the coupler l6, however, there is no effect on the rod" I8 and spring 30 because the coupler moves outwardly without. connection to these elements. Under this latter condition the casting 2| may be loose and in order to maintain the head l9 and casting 2| in alignment, said casting is provided with inwardly extending lugs 35 that are supported on lugs 36 (Fig. 4) formed on the casting 3|.

The bolster forms a back stop for the inner end of the cushion gear and supports stationary,

friction'means which engage the tapered friction surfaces of the bar 23. If it is desirable, however, to provide somewhat greater length of the spring 30, said bar 23 may as shown extend through a central opening in the center brace casting and the stationary friction means may then be supported by the bolster at its inner side. Accordingly the center brace casting is shown as provided with an inwardly extending housing 3'! having inclined friction surfaces 38:

as shown in Fig. 1 at the inner side of the bolster. Suitable friction shoes 39 are provided with inclined friction surfaces corresponding to and engaging the friction surfaces 38 whereby said shoes are supported, the inner friction surfaces of said thickness between the shoes 39 increases so that said shoes are forced outwardly and must retreat down the inclined surfaces 38 against the increasing compression of the spring.

The operation will be apparent from the foregoing description of the construction. When a buffing force is applied to the coupler it, it first moves inwardly relative to the column 2, 2, moving the rod I8 inwardly and compressing the spring 33 against the friction shoes 39 whereby the friction'between the inclined surfaces 38 and between the shoes and the sides of the bar 23 is eifective together with the compression of the spring to resist the inward movement of the coupler. This inward movement of the coupler relative to the column may continue until the inner end of the casting 2| engages the casting 3|, the maximum possible movement being determined solely by the space 34. Thus the relative movement of the coupler for train slack purposes is predetermined independently of the movement of the draft and buffing column. If the buffing force is great enough, the coupler continues its inward movement carrying with it the draft and bufiing column 2, 2 and further compressing the spring 33 and moving the rod l8 and bar 23. The maximum possible inward movement is limited by engagement of the stop plate 5 with the outer face of the center brace casting I if the buffing force is great enough to cause such engagement. The spring 33 is then effective to return the parts to the position shown in Figs. 1 and 2.

During this action of the gear under a buffing force the cushion gear at the other end of the car has been inactive. If a draft force is now applied to the coupler IE shown in the drawings, said coupler moves outwardly carrying with it the draft and buffing column 2, 2, no train slack being provided in this instance. The cushion gear shown in the drawings is now inactive, the parts merely remaining idly in the position shown in the drawings. However, the cushion gear at the opposite end of the car acts as if subjected to a buffing force and cushions the movement of the draft and bufling column 2, 2 with respect to the bolsters.

It will be apparent from the foregoing description that the extent of coupler travel providing train slack and the extent of the travel for cushioning heavy draft and buffing forces are independent and may have any desired relative proportions, as distinguished from the conventional draft gear wherein the travel provided for cushioning purposes and for train slack purposes is always the same. For example, the conventional draft gear may have a travel in either direction from normal position of say 2% which is the maximum extent of gear travel that is available for cushioning draft and buffing forces, but this same travel results in train slack. Thus with a conventional draft gear, the total amount of slack possible at each end of the car is twice the maximum travel of the draft gear. With the present invention, the train slack may be reduced while at the same time the cushioning travel may be increased because the two are independent. For example, if the space 34 which determines train slack be made 2", the maximum possible slack at each end of the car is only 2" as compared with 5 in the case of the conventional draft gear. In many cases it will be desirable to decrease the train slack further and the space 34 may be made as small as desired, for example, in the neighborhood of 1" or less.

However, this decrease in the train slack does not affect the total travel available for cushioning heavy draft and buffing forces. It will be apparent that any buffing force is resisted by the cushion gear through a maximum travel equal to the sum of the travel of the coupler relative to the column and the further travel of the coupler and column together as a unit. Thus if the space 34 be reduced to 2", and the total gear travel desired should be say 4", then it is only necessary.

to space the stop plate 5 from the center brace casting by 2 whereby the total gear travel is 4".

However, it is preferable in most cases to provide for greater travel in order to keep the forces as low as possible and the spacing of the stop plate,

5 from the casting I may accordingly be as great as desired, for example, in the neighborhood of 7 or more.

As before indicated, the assembly of rod l8, bar

23, spring seat 25 and spring 30 is a unit which,

can be assembled and shipped as such for installation in a car. To facilitate installation of this gear, the parts are so arranged that it can be installed or removed fromthe end of the draft and bumng column 2, 2 through the coupler;

The rounded end 24 facilitates the insertion of.

the unit. When the spring seat 25 engages the friction shoes, casting 2| is then placed in position on the head Hi from the bottom of the draft and bufiing column, there being no cover plate at this point. The spring 30 is then compressed by; 35

forcing rod l8 inwardly in any suitable manner, which moves the halves of the spring seat outwardly relative to the bar 23 to the position shown in Fig. 1, the parts being held in this position in any suitable manner as by the insertion of blocks or wedges between ears 40 on the casting 2i and the inner ends of the cheek plates 9. The conpler I6 is then placed in position and key it inserted, whereupon the blocks or wedges are removed and the gear is ready for operation. Removal of the gear is accomplished in the same manner by inserting the blocks or wedges, removing the coupler, then removing the casting 2| from the bottom of the column, and then withdrawing the cushion gear unit through the end of the draft and bufling column.

The use of single acting gears in combination with the draft and buiiing column provides a cushioning means which functions effectively to resist draft or bufiing forces at either end of the car, while at the same time it enables elimination of parts and simplification of structure and also elimination of manufacturing operations, thereby effecting savings both in weight and expense. It also facilitates construction of a gear having relatively small lateral dimensions so that it can be installed, replaced or removed as above described without difficulty and without interfer ence with the cover and the plates on the draft and buffing column.

While only one embodiment of the invention has been described and illustrated in the drawings, it will be understood that said invention is capable of a variety of mechanical forms and that changes may be made in the form, details of construction and arrangement of the parts without departing from the spirit of the invention. Reference is accordingly to be had to the appended claims for a definition of the limits of the invention.

What is claimed is:

1. In a railway car, the combination of a car bolster, a coupler, a draft and buffing column extending substantially the length of the car body and slidable relative to the bolster, a cushion gear adjacent the bolster which resists inward movement of said column only, said gear comprising friction and resilient means including a stationary element supported by said bolster and a movable element extending outwardly from the bolster, said coupler operatively engaging said movable element on inward movement only and said resilient means being compressed on inward movement of said element to maintain frictional engagement between said friction means, and means adapted to engage to operatively connect said coupler and column after said coupler has moved inwardly a predetermined exent, said coupler and column being movable outwardly without connection to said movable element.

2. In a railway car, the combination of a car bolster, a coupler, a draft and buffing column extending substantially the length of the car body and slidable relative to the bolster, a cushion gear adjacent the bolster which resists inward movement of said column only, said gear comprising a friction means supported by said bolster, a cooperating movable friction element having a headed stem extending outwardly from said bolster, and resilient means operatively interposed between said friction means and the head on said stem, said coupler operatively engaging said head on inward movement only, and means operatively connecting said coupler and column after said coupler has moved inwardly a predetermined extent relative to said column, said coupler and column being movable outwardly without connection to said movable element.

3. In a railway car, the combination of car bolsters at opposite ends of the car, a draft and buffing column extending substantially the length of the car body and slidable relative to 'the bolsters, couplers mounted for movement of limited extent relative to said column, friction means adjacent each end of the car and each mounted against inward movement relative to its adjacent bolster, longitudinally movable friction means cooperating with each stationary friction means, resilient means for maintaining said friction means in engagement and compressed on movement of said movable friction means, and means operatively connecting each movable friction means with said column and the adjacent coupler on inward movement of the same only for moving said means with the coupler during its limited movement and also with said coupler and column when said coupler and column move together.

l. In a railway car, body bolsters adjacent its opposite ends, a draft and bufiing column extending substantially the length of the car body and slidable relative to the bolsters, a coupler mounted for movement of limited extent relative to said column and further movement with said column, a resilient and frictional cushion gear adjacent and operatively connected to one of said bolsters, and means operatively connecting said cushion gear with said column and coupler for actuating the gear only on inward movement of said coupler relative to said column and on further inward movement of said coupler and column together, said coupler and column being free to move outwardly without connection to said gear.

5. In a railway car having a bolster and a coupler, a cushion gear comprising friction elements supported by the bolster and a movable gear unit extending substantially from the bolster to the coupler and comprising a member having friction surfaces at its inner end and resilient means having a movable abutment disposed in engagement with said elements, said resilient means being compressed on inward movement of said member and holding said abutment in engagement with said elements to maintain frictional engagement between said friction elements and surfaces, the outer end of said member being operatively engaged by said coupler on inward movement of the latter.

6. In a railway car having a bolster, movable draft and bufiing sills and a coupler operatively connected thereto, a cushion gear comprising friction elements supported by the bolster and a movable cushion gear unit extending substantially from the bolster to the coupler and comprising a column having friction surfaces adjacent its inner end, a head adjacent its outer end, a movable abutment disposed in engagement with said elements, and resilient means interposed between said abutment and head, said resilient means being compressed on inward movement of said column and holding said abutment in engagement with said elements to maintain frictional engagement between said friction elements and surfaces, said head being operatively engaged by said coupler on inward movement of. the latter.

7. In a railway car having a bolster, movable draft and buffing sills and a coupler operatively connected thereto, a cushion gear comprising friction elements supported by the bolster and a movable cushion gear unit extending substantially from the bolster to the coupler and comprising a column having friction surfaces adjacent its inner end, a head adjacent its outer end, a movable abutment disposed in engagement with said elements, and resilient means interposed between said abutment and head, said resilient means being compressed on inward movement of said column and holding said abutment in eng ement with said elements to maintain frictional engagement between said friction elements and surfaces, said head being operatively engaged by said coupler on inward movement of the latter, the parts comprising said movable cushion gear unit being constructed and arranged so that the lateral dimensions of said unit are less than the corresponding dimensions of the space between said sills in which the coupler shank is mounted.

8. In a railway car having a bolster and a coupler, a cushion gear comprising friction elements supported by the bolster and a movable cushion gear unit comprising a column extending substantiallyfrom the bolster to the coupler and having friction surfaces adjacent its inner end and a head adjacent its outer end, abutment means slidably mounted on said column and normally having pivotal engagement with said column, and resilient means interposed between said abutment means and said head and engaging said abutment means outwardly of saidpivotal engagement, said abutment means engaging said friction elements to maintain frictional engagement between said elements and surfaces and being backed off from said pivotal engagement when the column moves inwardly, and said head being operatively engaged by said coupler on inward movement.

9. In a railway car having a bolster and a coupler, a cushion gear comprising friction elements supported by said bolster, a column extending substantially from said bolster to said coupler and having friction surfaces adjacent its inner end that are slidable between said elements in frictional engagement therewith, a head adjacent the outer end of said column positioned to be operatively engaged by said coupler on inward movement, abutment means slidable relative to said column and engaging said elements when the column moves inwardly, and resilient means interposed between said abutment means and head.

10. In a railway car, the combination of a car body and bolster, a draft and buffing column comprising spaced parallel members extending slidably through openings in said bolster, acoupler mounted between the ends of said members for movement of limited extent relative to said column and further movement with said column, said bolster having an opening therethrough and an extension on its inner side, friction shoes carried by said extension, a friction column between said members and having its outer end positioned to be engaged by said coupler on inward movement, said friction column extending through said opening and having friction surfaces engaged by said shoes, and resilient means operntively interposed between said shoes and coupler.

OTHO C. DURYEA. 

